BREAKING NEWS: airliner missing within Egyptian FIR
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Letter to NTSB regarding AA 587 - Airline Pilot Central Forums
But I know that you won't let anything concern you.
The rear fuselage would contain most of the baggage but it is also where an ACT ( additional centre fuel tank) would be located if fitted..
From the photographs currently released we have not yet seen many of the heavy items, such as the main landing gear, complete engines and the horizontal stab.
From the photographs currently released we have not yet seen many of the heavy items, such as the main landing gear, complete engines and the horizontal stab.
Last edited by tubby linton; 1st Nov 2015 at 20:06.
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You would expect an in flight fire to cause fore-aft scorching rather than along the wing. Mark's like this would be impossible in flight. Where are the smoke marks aft of the fire?
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unworry;
The photo is of either the outboard strake for eng.#2 or the inboard strake for eng.#1, (right-hand side of either cowling). Some sooting can be seen on what is probably the lower/under side of the cowling part.
The photo is of either the outboard strake for eng.#2 or the inboard strake for eng.#1, (right-hand side of either cowling). Some sooting can be seen on what is probably the lower/under side of the cowling part.
Of course we are not sure but i have seen a few references to inflight fire, if it was a RPB blowout, surely you wouldn't expect a fire as well?
Also another RT video shows some close up of some of the weakage
Also another RT video shows some close up of some of the weakage
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You would with wings full of fuel and two donks spinning when it hit the deck. They don't shut down if they have a fuel supply, even if they lose control signals they keep going.
Most ground impacts, even vertical ones result in post crash fire, particularly with thirty tonnes of kerosene turned to a mist in a ground impact.
Most ground impacts, even vertical ones result in post crash fire, particularly with thirty tonnes of kerosene turned to a mist in a ground impact.
You would expect a fire when the fuselage breaks up in the area of the Center tank as a consequence of the RPB collapse. Looking at the wreckage of the front half of the fuselage this could have been the case. Again not much difference in the expected pattern for a Bomb explosion or a RPB failure. We will have to wait for the crash investigators to exclude one or the other Scenario.
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This is either a complete coincidence or just another picture of the last airbus aircraft that have been lost at this kind of altitude. Any rear pressure bulkhead repairs that may have been carried out in the past (assuming previous posts are correct) would have been carried out in accordance with airbus and approved. Any damage outside of the structural repair manual is routed through airbus for an approved repair with approved inspection intervals. It is about time all these sofa based people with an Un educated opinion got a grip.
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If we assume that this piece of wreckage was not moved after crash
In both of those cases events proved otherwise.
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Interesting speculations about rear pressure bulkhead blowout, BUT,
on the pictures of the broken off tail section, don't you see a couple of doors behind the break line? Is the RPB not behind all doors, at the very end of the pressurized section?
on the pictures of the broken off tail section, don't you see a couple of doors behind the break line? Is the RPB not behind all doors, at the very end of the pressurized section?
Honestly I can't think of anything less transparent than a joint Russian-Egyptian investigation
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What FR data permit to infer
Since graphic depiction guides a lot of interpretation, here an alternative (I have taken the liberty to modify peekay's (#200) graph).
In grey, the envelope for the data, darker where three stations, lighter grey where two.
For demonstration, added in yellow a - completely hypothetical - possible flight path that would be perfectly consistent with the given data.
The data tell that the aircraft was climbing first, and then descending (no surprise).
(note that the data is only what the onboard computers thought it was, not necessarily what it was (no matter how well -or rather not- synchronized); and we do not know how wide the "envelope" really should be).
In grey, the envelope for the data, darker where three stations, lighter grey where two.
For demonstration, added in yellow a - completely hypothetical - possible flight path that would be perfectly consistent with the given data.
The data tell that the aircraft was climbing first, and then descending (no surprise).
(note that the data is only what the onboard computers thought it was, not necessarily what it was (no matter how well -or rather not- synchronized); and we do not know how wide the "envelope" really should be).
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The A321, is a longer A/C and its fuselage may be more sensible to structural damage after a very hard landing.
A previous hard landing was not reported and no one made a proper inspection.
A previous hard landing was not reported and no one made a proper inspection.
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Aviation Herald reporting on the composition of the Investigating Team
Crash: Metrojet A321 over Sinai on Oct 31st 2015, disappeared from radar in climb over Sinai
The investigation
Egypt's Accident Investigation Commission opened an investigation. The Chairman stated, that preliminary facts point towards a technical failure.
The French BEA representing the state of manufacture have dispatched two investigators and 6 advisors to Egypt to join the investigation led by Egypt. Germany's BFU representing the state of construction joined the investigation with two investigators as well as did Russia's MAK representing the state of operator with four investigators.
Egypt's Accident Investigation Commission opened an investigation. The Chairman stated, that preliminary facts point towards a technical failure.
The French BEA representing the state of manufacture have dispatched two investigators and 6 advisors to Egypt to join the investigation led by Egypt. Germany's BFU representing the state of construction joined the investigation with two investigators as well as did Russia's MAK representing the state of operator with four investigators.